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(No Model.) 5 Sheets-asbest 1. Gr. C. ELICEENSDERFERV 8c E. SMITH. I GONVBYEB'APPARATUS. No. 295,339.' Patented Mar. 18, 1884.

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G. C. BLIOKENSD-ERFER 8a H. SMTH.

' GONVEYBR APPARATUS.

No. 295.339.y Patented Mam.v 18, 1884.

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G. C. BLICKENSDERPBR 81; H. SMITH.

GONVBYER APPARATUS. f

Patented Mar. 18.1884.

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(No Model.) 5 Sheets- Sheet 4. G. C. BLIGKBNSDBRPER 8v H. SMITH. y GNVEYER APPARATUS.' No. 295,339. Patented Mar. 18, 1884.`

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GONVEYER APPARATUS.

No. 295,339. PatentedMmf. 18, 1884.

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GEORGE C. BLICKEXSDERFER AND HERVEY SMITH, F ERIE, PA.

CONVEYER APPARATUS.

SPECIFICATION forming' part of Letters Patent No. 295,339, dated March 18, 1884.

Application filed February 15, 1884. (No` model.)

vented certain new and useful Improvements in Conveyor Apparatus; and we do hereby declare the following to be a full, clear, and

v exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the saine.

`This invention relates to conveyers, such as conveyors ot' packages in stores and other` similar purposes.

The invention consists in improvements in the construction and arrangement ofthetracks; the manner of arranging the wheels on the oars; the manner of tripping one set of wheels when the car is to be switched, and, finally, the arrangement of the switch-tracks.

XVe have recently led three applications for patents for conveyor apparatuses. In all of these prior applications we have shown the switches arranged 'in a vertical plane with the main track, and the cars having two or more sets of wheels arranged one above the other, one of which set vas for the main-line and the other for the switch tracks. In this instance we show the switchtraoks arranged at one side of the main track, and the sets of wheels on the car are placed side by side. In our first prior application we showed the wheels which run on the main track provided with means for being tripped and thrown off the track to one side at the time the car is to run onto a switch. In this case we show the saine wheels provided with means for tripping them and throwing them up vertically off of the track when the car is to run onto a switch. We also show a car with the wheels arranged side by side, which are not provided 'with means for tripping, but are provided rying the main track around a corner by a branches B.

properly-curved bend, and holding the saine so that it serves as a track around the curve,

vand so that it can be drawn taut at any time.

track, with switches, o. Fig. 2, Sheet 3, isa Y similar perspective, showing a. system of parallel tracks and the manner of sustaining theni Fig. 3, bheet 2, is a plan view at a corner. of the matter shown in Fig, 2. Fig. @t isa plan view oi' the construction of a curve. Figs. 5 and 6 are respectively sections on the lines .r .r and g/ g/ in Fig. Lt. FiO. 7 is a side View of a car that has just taken to switch. Fig. S is a plan ,view of a Switchpoint, and by dotted lines part of a car running-gear is shown passing onto switch. Fig. 9 is an end viewot' a switch, and shows a car just entering it. Fig. lO is a side View of a car running-gear which has its main wheels provided with means for tripping them and lifting them oit" the track vertically, and shows such car as just entering a switch. Fig. 1l is a detail ofthe trigger of the tripping device. Fig. 12 is a perspective view of a line with switches arranged hy the side of the line and a car with its two sets' of wheels placed side by side, and the car shown is provided with a tripping device. Fig. 13 is a side elevation of the matter seen in Fi. 12,'with modiiications. Figs. 1+i and l5 are side elevations of the track by which cars are sent to the cashiers desk, (those shown in Figs. 12, and 13 being the track that runs to the salesmen s stations, and shows the switches for putting the cars onto the track.

The s vsteni of tracksshown in Fig. 1 is such as would be required for a large store with counters in tiers. There are two systems, in fact, one being the main track A and branches B, and the other the main track A and The main tracks run from the cashiers desk across the room, and then carve IOO and run parallel with the brauch tracks. The switches shown in this figure are like those shown in our former applications; but that is not material, as any form of switch may be used. The essential feature of this construction is theframes C C, dac. by which the branch tracks are supported, so as to allow the cars not destined for them to pass them, and so that the said lines may be drawn taut across the full width or length of the room and adjusted to proper grade. The same frames are also used to support the corners or curves of parallel lines, as seen in Figs. 2 and 3. A modified construction of the said frame is shown and marked C in Fig. 2, Sheet 3. Thebranch linesy B and B are tied to the frames, or they may be both formed of one wire,which would be deliected around one side of the frame, as shown in C, Fig. 2. A short distance from the frames a deflecting-iron, H, is put on the line, which deiiects the line down and up, and affords a fastening for the end of the curve 11,'

which leads around the end of the frame and through it, and ends in the manner of a switch over the main line. The dellecting and attaching iron H is like the iron shown in our first application for attaching curve tracks to main tracks. A transfer-switch such as We show in our last prior application might be used to transfer cars from the mainline to the branches. We do not here wish to belimited lto any particular kind of a switch curve or transfer' in the relation shown, nor do we wish to be limited to any particular construction of frame for forming an openingforthe main line to pass by the branch. We here show two forms, C and C', and in our last prior application we showed still another form. The forms here shown will be most commonly used, as they require no guying down to the floor. They may be guyed to the ceiling by wires c c, or secured by hangers. The frames may be made of cast metal or of wrought, and when in the form of those marked C, and the side pieces are sufficiently strong, the cross-pieces c' c may be omitted. They may be of any shape desired. The only requirement is that they form a large enough opening to allow the car to pass along the main line through them. In the form shown at G', Fig. 2, the guy-wire g (which would be the wire B B', if that form had been shown in Fig. 1 passes through the hooks c3 and the notches c2, and forms the under side of the frame. In Figs. 2 and 3 these frames areshown on a guy-line for the purpose of allowing cars on intermediate parallel lines to pass the guy. This guy-line is to support the inner lines at their angles, and they contain the curve-irons G, so that the cars in passing through these frames are running around a curve. The function, primarily, of the frames is the same here as in Fig.4 1- viz., to form an opening for the cars past an intersecting line. It' will often happen that the angles of the inner lines will not come in line with the angle of the outer line. In

Figs. 2 and 3 we show the manner of erecting in such a contigency. This manner of supporting the inner lines will only be used,prob ably, where it is not convenient to use ordinary hangers, like D.

G is the angle or curve iron.` It will be made generally of light cast metal. It isa curved plate with a ange, g2, turned upon its inner side. This fiange is not as high as the thickness of the wire forming the track, but it turns up farenough to hold the track; and a clip, g3, on the other side of the track, together with the flange g?, forms a clamp to hold the track. The upper part of the track is left free for the car-wheels to pass over it. The line or track can be drawn taut'by loosening the clips without being removed from the angle-iron G. Openings through the plate back of the track are provided for attaching the guys g. By the use of this device a strictly continuous curved taut-wire track can be had. This is in contradistinction to the use of a separate piece of track at the curves.

M is the car, and M is the upright attached to the car, on which the running-gear is attached.

O are the secondary or switch track wheels, and N are the main-track wheels.

In the form of running-gear shown in Fig. 7, both sets of wheels are attached to one crossbar, K, and the wheels O may be adjusted so that their tread will be in different planes from the tread of the wheels M by changing their pivots or journals in holes o in the end of the bar K. The bar K is pivoted on the pin k, that enters the standard M, and an equalizing-spring, I, allows the car to hang vertically while the wheels are on an inclined track, but prevents a swaying of the car on the pivot 7c. The object in having the switchwheels O adjustable as to height is to gage the cars for certain switches. The switches are arranged on the side of the track enough removed therefrom to allow the standard Ml to pass freely between them and the main line, but as the switches are removed as to number from the cashiers desk they are adjusted at diiferent heights successively, and the switchwheels on the cars destined to a certain switch are adj usted so their tread is the same distance above the tread of the main wheels as the switch is above that main track; therefore that car will pass all the intermediate switches wit-hout its switch-wheels coming in contact therewith; but when it reaches that switch its switch-wheels Will come into tread on'that switch. Back of the points of the switches their tracks grade up as they curve off slightly, and thus the main Wheels are lifted off the main track, and the car runs wholly on its switch-wheels, and off onto the switch. But such an arrangement of the switch-wheels cannot be used to advantage where there are many switches on one line, for the switchwheels would have to be adj usted too high on cars destined to the most remote switches; so

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we have jgircvideda tripping device for lifting up the main wheels, which may be used when there are too many switches on a line to make the car just described impraeticable. The car just described may be'used for the nearest switches and the one about to be described on the remote switches on the same line; or it may he used for all the switches.

A side elevation of the runninggear of' this car may be seen in Fig. l0, and an end elevation in Fig. 9, and a perspective in Fig. l2. In this running-gear each set of wheels is connected with a separate bar, K` being the bar on which the switch-wheels are adj usted, and L the bar on which the main wheels are adjusted. Each of these bars is pivoted on the upright M', and each has a compensating-spring, I and J, respectively; but the cross-bar L, which carries the main wheels, is not strictly attached to the post M", but to a block, P, which is adjusted to slide up or down in a crotch ora slot on the post M. The spring J is also attached lto this block l?, so that it offers no resistance totheaetion of the block in the slot. 'A spring, p, engages with a lug on the side of the block P, and will keep the block up unlessit islocked down by the catch and trigger R Q, which is shown holding it down in Fig. ll, while in Fig. 10 the catch and trigger are shown as sprung, and the spring p is holding the block up, or, in other words, the main wheels N are shown tripped and the car is resting ou the, switch-wheels O. In a car thus constructed the wheels O may be adjustable or not. As

Y shown in Fig. 10, they are so adjustable, there being aseries oi'holes, o, in the bar K for that purpose. The only object in having them so adjustable is that if there are graded switches on the line the wheels can be so set as to miss all of them; or they may be so set as to take the car onto such a switch without using the trigger. If all the switches on the line are intended to receive the tripping cars, then they may all be of one height-that is, they may be graded alike-for the nieans for throwing the cars onto the switches will be the fingers Q', which spring the triggers Q. These tingers we show as depending from the switchhangers D; but they may be otherwise arranged. These ugers lie near the track at the reniotcr stations, the most remote being the lowest,`and the triggers Q are made to correspond, so that a car destined for a remote l i dotted lines in this kfigu re are intended to show switch will pass `the nearer switches without 55, being sprung. This is clearly shown in Fig. l2.

The operation of thetrigger and catch Q and R will be easily `understood from Figs. l() and 1l, in the latter of which they are shown as set and in the former as sprung. Ve do not wish, however, to be limited to the precise construction of catch and trigger here shown, as there are many forms of catch and trigger that may he used in this connection equally as well.

Fig. 12 shows switches ot' even grade for tripping cars, while Fig. 13 shows switches of pass the most elevated switch..

@differing grade for nonftripping cars. If both kinds of ears are used on aline; and the switches for the non-tripping cars are nearest the cashiers desk, then the switch-wheels O on the tripping-cars must be adjusted high enough to Both kinds of switches may be used, and they may be iningled all along the line; but the most remote non-tripping switches must have the highest grade. lf all the tripping-switches are placed nearest to the cashiers desk, they canall be arranged in the same horizontal plane, as the main track and the two sets of wheels ot' the cars can have their treads arranged in the same horizontal plane.

Fi g. 14 shows shi pping-switches for tripping -cars'which have their wheels arranged with their tread in the saine horizontal plane.

15 showsa series of shipping-switches on a line whereon non-tripping and tripping #cars are .both used` and it has been drawn under the supposition that the tripping cars go to the most remote switches. Vhen non-tripping Vcars are used,the shipping-switches have out over .the lniain track. It will therefore be seen that the shipping-switches from l to 7 are placed at successively-increasing heights. The

last one, 7 ,is supposed to be the shi pping-switch at a tri pping-station, and that all the succeeding'switches or stations 8 9 10, die., are tripping-stations, and so they will all be of the same height as 7; but? has had to be placed to begraded to correspond with the receivingswitches, so as to bring the main wheels-hT higher than the preceding stations 4 5 6, be.

cause its car, although a tripping car, has had to pass the preceding receiving-switches, and consequentlyits shi pping-switch must b e high enough above the main-track grade or plane to bring the main wheels out over the track. This is clearly seen in Fig. 15.

Fig. 8,' Sheet 2, is a plan View of a switch` point, and shows the arrangement of guides dd. In all our previous applications we have shown guides at the switch-points and a friction-roller, in, on the car. in this case the guides do niore than to guide the cars and prevent them swaying as they pass the switch, for here we show the guide opposite the switch prolonged so as to hold the car from tipping as it begins to bear its weight on the switchwheels until it gets fairly onto the switch. The

-tohave its switchwvheels 0 elevated enough a car with a friction-roller over each oi' the -switch-wheelsthat is, a friction-roller, m,

switch, just leaving room for cars to get past on the main line, and thus preventing tipping at all.

What we claim as new isl. In a conveyer apparatus, substantially as herein shown, the con1bination,with adirect or main track, ot' branch tracks which are connected with frames, substantially as shown and described, which span the main track and afford an opening for the uninterrupted passage ofthe cars along the main line, as set forth.

2. In aconveyer apparatus, substantially as herein shown, the combination, with a direct or main track` of branch tracks having frames thereon, which span the said main track for the purposes mentioned, and transfer tracks or switches which lead from said branch tracks and connect with said main track, substantially as shown and described.

3. In a conveyer apparatus, substantially as shown, the combination ot' the main track A, branch track B, spanning-frame C, transfertrack b, and connecting-iron I-I.

4. In a conveyerapparatus, substantially as shown, the combination, with two or more substantially parallel tracks, of a guy for holding one or more ot' said tracks at their curves, which is provided with a frame or frames for spanning such of said tracks as the said guy intersects, so that cars can pass along said intersected track or tracks uninterruptedly, as set forth.

5. In a conveyer apparatus, substantially as shown, the combination, with the tracks thereof, of a spanning-frame, substantiallyas herein shown and described, and for the purposes set forth.

6. In a conveyer apparatus, the combination, with a track formed of a taut wire, ot' the angle-iron G, properly curved, and adapted, substantially as shown, to hold the track from below and leave its upper portion free for the passage of cars. v

7. In a conveyer apparatus the track of which is formed of acontinuous taut wire, the combination, with said track at points where it changes its direction, of a supporting-iron which is properly curved, and provided along its curve with means, substantially as shown, for grasping the said taut-wire track and holding it lat a proper curve without obstructing or interfering with the tread or face of said track.

8. In a conveyer apparatus, substantially as shown, a track running in various directions, formed of a continuoustaut wire, which passes angles or corners by proper curves and without break, spliees, or angular bends, and at all points has its upper surface exposed as a tread or face, as shown.

9. In a conveyer apparatus, substantially as shown, the combination, with a taut-wire track, of the angle-hanger G, properly curved, and having the tlange g2 and clips g3, as shown,

`and for the purposes mentioned.

10. In a conveyer apparatus, substantially 12. In a conveyer apparatus, substantially as shown, the combination, with a main track anda series ot switches having their points arranged by the side ot' said main track, and successively raised at different heights above the plane, of the main track, of a car having two sets ot' wheels, arranged side by side, one for running on the main track and the other on the switch-tracks,which latter are adjustable vertically, so as to bring them at a desired height above the tread of the set which run on the main line, as and for the purposes mentioned.

13. In a conveyer apparatus, substantially as herein shown, the combination,with a main track and switch-tracks arranged by the side of said main track, ofa car having two sets of wheels, one for running ou the main line, and provided with means, substantially as shown, whereby they may be tripped up off of said track, and the other for running on the switch- IOO from a holding-catch, substantially as and for the purposes mentioned.

15. In the running-gear ot a car for a conveyer apparatus,substantially as hereinshown, the combination, with the slotted post M', of the block P, bar L, carrying the wheels N, spring p, catch R, and trigger Q, substantially as and for the purposes mentioned.

16. In the running-gear of a car for a conveyerapparatus,substantially as herein shown, the combination, with the post M', of the bar on which the wheels are connected, pivoted to said post, and a compensating-spring attached to said post and bearing on said bar each side of said post, substantially as and for the purposes set forth.

17. In-a conveyer apparatus, substantially as shown, the combination, with a main and a switch track lying side by side, and a car with two sets of wheels lying side by side, one of which sets is for use on the main track and the other on the switch-track, the former of which are adjusted upon a bar which will move up when released by the movement of a trigger, which extends above said car, as shown, of a finger, Q', adjusted above said track and IIO in position to come'in contact with said trigger when the car is opposite said switch.

18. In a conveyor apparatus in which the switcntracks lie beside the main track and the switch-wheels on the cars lie beside the main wheels, the combination, with the said switch and car, of a friction-roller on the cai". and guides d, at the switch-point of which guides the one opposite or across the main track from the switch extends along the tracl;

beyond the switch-curve, as shown, and for the purposes mentioned.

19. In a conveyer apparatus, substantially as shown, the eoinbinat-ion, with a car having its main and its switch wheels lying side by side, and the said switch-Wheels adjustable vertically, of two main tracks, on e leading from and the other to the central station or cashiers desk, and switches at stations for each of said lnes,which are graded in different planes above said lines successively as the said stations are serially removed from the said central station.

'In testimony whereof We affix our signatures in presence of two Witnesses.

GEO. C. BLICKENSDERFER. HERVEY SMITH.

-Witnesses:

JNO. K. HALLOCK, ROBERT H. PORTER. 

